Three years on from its local launch, Ford’s Mustang Mach-E continues to represent a riddle wrapped in a contradiction. Well, in a marketing sense, anyway, because it remains a mystery to many that the model is still badged as a Mustang. And that’s especially so when the just announced facelift appeared to offer the perfect opportunity to drop the Mustang tag and simply go with Mach-E. An opportunity gone begging, as it turns out.

Why dump the pony? Because to those of us with enough grey hair, a two-tonne-plus, battery-electric SUV is to the original Mustang ethos as pineapple is to a pizza topping. So scratch the hard-core Mustang nutters. But similarly, the denizens of our leafy inner suburbs are very likely to look down their surgically perfected noses at the Mustang badge and reject the prospect on that basis alone. Damned if you do…

Surely, this car could stand on its Mach-E tag alone; reconciling the E for Environment’ and the Mach’ reference as a wink and a nod to the traditionalists. Then again, Ford pays its marketing geniuses a lot more than I’m paid to scribble about cars, so maybe I’ll just shut up and check out what the facelift has brought. Yeah, there’s a thought.

4

The range remains the same; kicking off with the entry-level Select rear-drive with its 19-inch alloys, LED lighting and heated seats and steering wheel. Yours for $65,990. The Premium rear-drive is next and adds a larger EV battery, some red stitching inside, multi-coloured ambient lighting and body-coloured wheel-arch extensions. But it’s a big step up to $80,490. The GT is the $98,490 big-hitter with even more battery and an extra motor for all-wheel-drive. It also adds 20-inch wheels, Pirellis, adaptive suspension (dampers) Brembo front calipers and Performance front seats.

Mechanically, the Select and Premium share the basics. That starts with the 212kW, 525Nm electric motor mounted between the rear wheels. The Select gets a 73kWh battery-pack for a claimed 470km range (WLPT). The Premium gains 15kWh for a total of 88 (but still just shy of the previous Premium’s 91kWh battery) and a 600km range in the process. The GT, meanwhile, has a 91kWh battery driving the twin motors which, combined, offer up 434kw and 955Nm. Running two motors makes for big shunt, but also burns electrons faster, so the range claim is down to 515km.

For the record, our on-test consumption figure of 17kW per 100km is pretty handy and tends to back up the theory that the range estimates may not be too fanciful. That’s on the two rear-drive models, at least, and our figures for the GT fell victim to the temptation of almost 1000Nm, rendering them unworthy of publication. Ahem.

4

Other facelift changes include the fitting of a heat-pump to improve the efficiency of the cabin heating and ventilation, although it gobbles up a fair amount of room in the frunk. The alloy wheel designs are new and, on the GT, apes the rims on the `proper’ Mustang. There’s other stuff, too, like matte-finish lower body panels on the Premium version and a new interior layout with a column-mounted stalk replacing the previous rotary PRNDL dial. The GT gets a new grille, too. Yee-hah.

More importantly, the Select and Premium now sport a retuned suspension set-up which, in a nutshell, has backed the spring and sway-bar rates off a bit in the interests of ride quality. And, presumably, to greater differentiate the feel of the car compared to the firmer GT with its new clever-shocks. It’s worked, too. Not only that, but it’s probably now the defining dynamic characteristic.

Which is to say the Select and Premium now offer the preferred experience. Sure, they never have the same big-dog-on-a-short-leash feel of the twin-motored GT, but you’d never call them anything but muscular in their own right. There are always Newton-metres on call, and plenty of them, and, like the GT, you also get that lush, whooshing sensation of being swept up by a huge force and carried away somewhere. It’s just that the GT will get you to wherever that is a lot faster and with added whoosh.

But hit a bump in the GT and you may begin to wonder why you spent the extra gold. To be honest, the top-flight Mach-E is just too stiff for everyday roads. Even fiddling with the selectable drive modes doesn’t seem to zero in on a setting for the adaptive dampers that feels right. It doesn’t crash into holes, but neither does it manage to glide across them. Smaller, fidgety road-pox is also felt through the seats and rather than emerge as the relaxed, luxe thing a big, expensive electric car should manage, the GT hops and bops around painfully.

4

In contrast, the two cheaper variants are much nicer to ride in. There’s a far better mix of spring and damper and the end result is one that allows the Mach-E to swallow the worst of the lumps and flatten the rest. Rarely do you find two versions of the same car with such different ride characteristics. The better news is that this extra layer of ride-crema hasn’t been at the expense of the car’s ability to sidestep. It still feels pretty agile and it really doesn’t feel as big and heavy as the spec sheet insists.

The other difference, though, is that the softer suspension tune on the rear-drive Mach-Es does dull the steering down a fraction. It seems about half a turn lock-to-lock slower (although it probably isn’t) and it doesn’t have quite the clarity of the helm in the GT. It’s almost like it’s not loading up as you’d expect it to, and the overall sensation is that you’d like a bit more backchat from the front end. There’s also a tiny nothing-doing spot at the straight-ahead that the car otherwise, thanks to its wheelbase and overall stability, doesn’t require.

Inside, the presentation is crisp and clean with plenty of soft-touch surfaces although the tiny dashboard’ screen ahead of the driver looks a bit underdone. Not that it’s hard to read or lacking any vital info, just that it looks like the interior was designed for a bigger pane of screenage. The rear seat is pretty huge, and even though the centre-rear seating position is still the stuff of short straws, there’s admirable knee room and foot-room under the front chairs and the chance for a six-footer to sit behind another six-footer with no complaints. The rear door opening, however, seems a bit tight, and while the huge (and standard) panoramic roof opens up the interior brilliantly, opening it up the traditional way is frustrating thanks to the placement of the interior door handles that are simply too far back to avoid banging your elbow into the rest of the car. And don’t start us on the popper style exterior door handles or the slit-like view through the rear window. Thank goodness for reversing cameras.

Meanwhile, what’s the one thing very, very few EV makers have ever got right over the years? Yep, the synthetic soundtrack. But good news; the Mach-E’s ‘note’ (which can also be turned completely off when it’s not needed – which would be 99 per cent of the time) is actually tolerable, mainly because it’s not trying to be a booming V8 or a Formula 1 clone. Okay, it’s still a bit Dr Who, but, like the rest of the car, really, it’s a lot closer to the mark than you might imagine a Mustang with no pistons should have turned out.

Specs

Kia Australia has announced local pricing for the updated Kia Stonic small SUV, which is due to arrive in local Kia dealers from later this month. A big update to Kia’s smallest SUV, the updated Stonic ushers in new front and rear styling, new interior parts such as a new centre console and a new drivetrain with 48-volt mild-hybrid tech for the first time in the local model.

Pricing for the 2026 Kia Stonic range starts at $28,180 plus on-road costs for the entry-level S, and climbs to $35,740 +ORC for the top-spec GT-Line. Compared with the current Stonic, pricing for the facelifted model now starts $2040 higher for the S, $3000 higher for the Sport and $3260 more for the GT-Line.

The whole 2026 Kia Stonic range now uses a 48-volt mild-hybridised 1.0-litre turbocharged three-cylinder petrol engine paired with a seven-speed dual-clutch transmission. Kia Australia is yet to reveal specifications, but according to industry database Redbook, the Stonic’s power has climbed from 74kW to 88kW (at 6000rpm), while torque remains at 172Nm (produced from 1500rpm to 4000rpm).

4

The move to a mild-hybrid system has reduced combined fuel consumption from 5.4L/100km to 5.0L/100km, while CO2 emissions have fallen from 125g/km to 116g/km.

According to Redbook, eight colours will be on offer, including a new ‘Adventurous Green’ and ‘Yacht Blue’ shades and premium paints will attract a $550 extra charge.

Other details seen through Redbook include the Stonic S’ alloy wheels upgrading from 15-inches to 16-inches in size, while the Sport and GT-Line have gained adaptive cruise control for the first time in Australia. Sport and GT-Line models also gain the Kia Connect live services and over-the-air updates.

2026 Kia Stonic pricing (plus on-road costs):

The updated Kia Stonic will enter local Kia dealerships later this month.

Local specifications for the GAC Emzoom, a new small SUV from the latest Chinese brand to arrive in Australia, have been announced ahead of its market launch later this month.

Sitting below GAC’s Aion V electric small SUV (also about to arrive in Australia and for which specs were recently announced), the Enzoom will compete with cars such as the Chery C5 (formerly Omoda 5) and Kia Seltos when it launches. While Australian pricing is yet to be confirmed, the Emzoom’s one specification will be well equipped.

Measuring 4410mm long, 1850mm wide, 1600mm tall and riding on a 2650mm long wheelbase, the Enzoom is 25mm longer than the aforementioned Seltos. The Emzoom’s boot capacity is listed as between 341 litres and 1241 litres, making it as much as 187 litres smaller than the Seltos, and its kerb weight is as low as 1370kg.

4

Under the bonnet of the GAC Emzoom is a turbocharged 1.5-litre four-cylinder petrol engine making 125kW of power and 270Nm of torque. It’s mated to a seven-speed wet dual-clutch transmission and sends power to the front wheels. It’s rated at 6.6L/100km on the WLTP cycle for combined fuel consumption – Australian figures are yet to be confirmed.

The arrival of the Emzoom is expected to be one of a number of models introduced by GAC in the coming years as it seeks a place among Australia’s top 10 sellers. Apart from the five-seater and the Aion V SUVs, it will also introduce the GAC Trumpchi E9 plug-in hybrid (PHEV) people mover by 2027.

GAC Emzoom standard features:

• 18-inch alloy wheels with a temporary spare tyre
• Automatic LED exterior lighting
• Rain-sensing automatic wipers
• Panoramic sunroof
• Power tailgate
• Keyless entry and start
• Heated/auto-folding mirrors
• Leather steering wheel
• Synthetic leather upholstery
• 6-way electric driver’s seat with ventilation
• Dual-zone automatic climate control with rear vents
• 7.0-inch LCD driver’s display
• 14.6-inch touchscreen
• Wireless Apple CarPlay and Android Auto
• 6-speaker sound system
• USB-C and USB-A charging ports
• Wireless phone charger
• Ambient lighting
• Eco, comfort and sport driving modes

GAC Enzoom safety features:

• 6x airbags
• Autonomous emergency braking (AEB)
• Adaptive cruise control with adaptive lane guidance
• Lane keeping assistance with lane departure warning
• Blind-spot warning
• Auto high beam
• Front and rear parking sensors
• Automatic parking
• 360-degree camera
• Anti-theft alarm
• Tyre pressure monitoring

Full local pricing and warranty information for GAC’s Australian arm will be made available towards the end of November ahead of first deliveries commencing soon afterwards.

Ford’s motorsport arm – Ford Racing – has confirmed it is developing an all-new high-performance road car, with the first official preview scheduled for January 15, 2026. The model is being described as the next step in blending the company’s global racing expertise with its production vehicles.

While full details remain under wraps, Mark Rushbrook, Ford Racing’s global director, said the project demonstrates how the brand’s competition technologies are now shaping everyday performance cars. “The racetrack is our ultimate proving ground,” Rushbrook said. “The developments we make under race conditions will soon be found under the bonnet and in the chassis of your next Ford.”

The announcement coincides with Ford Racing’s 2026 motorsport season launch, which will also mark the company’s return to Formula One. Ford will supply power units to both Red Bull Racing and Racing Bulls, reigniting its presence in the world’s top tier of motorsport for the first time in over two decades.

The shift from “Ford Performance” to “Ford Racing” earlier this year reflects the company’s desire to integrate its competition and consumer vehicles more closely. “This isn’t just a rebrand,” said Will Ford, the division’s general manager. “It’s a commitment to bring our race engineering directly into the vehicles you drive every day – on and off the road.”

Ford Racing’s focus on cross-development could produce more extreme road cars in the spirit of the Mustang GTD, the limited-run, track-honed monster producing over 600kW from its supercharged V8. Insiders suggest the new model could take that philosophy even further – possibly drawing inspiration from the company’s upcoming Le Mans hypercar program, which may see the return of the legendary Ford GT nameplate.

Adding to the speculation, Ford CEO Jim Farley has previously floated the idea of creating a $300,000 off-road supercar capable of tackling sand, gravel and dirt at high speed – an idea inspired by the brand’s Dakar rally efforts. While unconfirmed, such a project would align with Ford Racing’s ambition to develop race-derived technology for both track and terrain.

Farley said Ford’s future lies in building “personality vehicles” – distinctive models with clear identities, from Bronco and Raptor to Mustang and Explorer. “We’re great at fast Fords and authentic off-roaders,” he said. “These are no longer side projects – they’re the core of our business.”

The new car is expected to debut as a halo model for Ford Racing, showcasing the brand’s renewed commitment to enthusiasts while pushing the limits of design and performance technology.

As part of the reveal of the new-generation Toyota Hilux, one surprise was confirmation that a pure electric dual-cab version will join the traditional range in 2026. 

Toyota Australia was tight-lipped on any specifics around specifications, but its European counterparts have been more forthcoming with sources suggesting that local variants will differ little. 

The 2026 Toyota Hilux BEV will use an electric motor on each axle for all-wheel drive capability with a total output of 144kW/473Nm. The latter is not split evenly, instead the front axle having a maximum of 205Nm and the rear 268Nm. 

2

Instead of a low-range transfer case and rear diff lock, traction is taken care of by electronics thanks to the fine torque control that electric motors allow, though there are several different drive modes depending on the terrain, including rocks, sand and mud. 

The motors are fed by a 59.2kWh lithium-ion battery pack located within the chassis, which is expected to provide a WLTP range of 240km, while the maximum DC charging rate is 150kW. While Toyota hasn’t provided any figures, at that charge rate a 10-80 per cent fill should take between 15-20mins. 

2

Its usefulness does take a hit, with Toyota quoting pre-homologation figures of a 715kg payload maximum and braked towing limit of 1600kg and even these are likely to substantially impact the Hilux BEV’s 240km range. 

Despite these limitations, Toyota expects the electric Hilux to be popular with fleet buyers such as mining companies, where daily driving distances are quite short.  

Pricing is yet to be confirmed other than Toyota saying it will be more expensive than its diesel, the new-generation Hilux topping out at $71,990 (+ORCs) for the flagship Rogue and Rugged X variants. 

3

Toyota Australia has announced local pricing and specifications for the 2026 Toyota HiLux range, which enters local showrooms in December. Priced from $33,990 plus on-road costs, the cost of entry to the HiLux range has climbed by $6260, though the 2.8-litre turbo-diesel is now standard across the range and both safety and technology features have been improved.

A major facelift rather than an all-new model, the 2026 Toyota HiLux gains new front and rear exterior styling, as well as an all-new interior with standard features such as a 12.3-inch touchscreen with live services across the range.

3

Upper-spec models, such as the SR5, add new features to the HiLux range such as a 12.3-inch digital driver’s display, while the HiLux Rugged X has also returned to the range. As before, the model range will consist of the entry-level WorkMate, mid-spec SR and SR5 and top-spec Rogue, with the new Rugged X sitting on the same level as the latter model but with more off-road features.

The 2026 Toyota HiLux range uses the same ‘1GD-FTV’ 2.8-litre four-cylinder turbo-diesel engine as the current model, with either six-speed manual or six-speed automatic transmissions (depending on the model). Outputs have not changed, with automatic variants making 150kW/500Nm and the manual making less torque at 420Nm but the same 150kW of power.

The 2.7-litre petrol and 2.4-litre turbo-diesel engines in the current HiLux range are no longer available, while certain variants are fitted with Toyota’s 48-volt system with an 8.5kW/65Nm electric motor generator and DC/DC converter for improved driving feel during take-off.

3

2026 Toyota HiLux WorkMate standard features:

• 17-inch steel wheels
• Dusk-sensing automatic LED headlights
• Body-coloured front bumper and grille
• Electric windows and mirrors
• Fabric upholstery
• Urethane steering wheel
• All-weather floor mats
• Manual air-conditioning
• 7.0-inch digital driver’s display
• 12.3-inch touchscreen with live services (12-month subscription, paid afterwards)
• Connected satellite navigation
• Wireless Apple CarPlay and Android Auto
• AM/FM/DAB+ digital radio
• 2x USB-C ports
• Two-speaker sound system
• Autonomous emergency braking (AEB)
• Adaptive cruise control
• Adaptive lane guidance
• Lane departure alert
• Speed sign alert
• Blind-spot monitoring
• Rear cross-traffic alert
• Reversing camera

HiLux SR model adds to WorkMate:

• 17-inch alloy wheels
• Silver-painted lower front bumper
• Black exterior door handles, mirrors and bonnet moulding
• LED front fog lights
• Locking rear tailgate
• Side steps
• ‘High-grade’ fabric upholstery
• Leather-accented steering wheel and shift knob
• Rear air vent
• 300W inverter
• Keyless entry with push button start
• Eight-speaker sound system
• Locking rear differential (4×4)
• Multi terrain select (4×4)
• Hill descent control (4×4)

4

HiLux SR5 model adds to SR:

• 18-inch alloy wheels
• Larger front brakes with ventilated rear disc brakes
• Integrated tow bar
• ‘High-grade’ auto-levelling LED headlights
• LED tailights and rear fog light
• Sports bar
• Privacy glass
• Auto-folding/heated mirrors
• Dual-zone automatic climate control
• Cooled glovebox
• Heated front seats and steering wheel
• 12.3-inch digital driver’s display
• Auto-dimming rear mirror
• All-weather floor mats
• Electric parking brake
• 360-degree camera

SR5 Leather Package (+$2500) adds leather upholstery, a nine-speaker JBL sound system and electric driver’s seat with lumbar adjustment.

Rogue adds to SR5 Leather Package:

• Matte black 18-inch alloy wheels
• Tailgate badging
• Unique sports bar and front bumper
• Marine-grade carpet bed liner with electric roller cover
• Deck rail with 2x sliding tie down points
• 12V tub socket
• Central locking tailgate
• Towing package, including tongue and ball, trailer wiring harness and electronic brake controller

Rugged X adds to SR5 Leather Package:

• Hoopless genuine bullbar
• Front and rear recovery points
• LED light bar
• Decal package
• Sports bar
• Towing package
• Bed liner

2026 Toyota HiLux colour options:

• Glacier White
• Frosted White (+$675)
• Stunning Silver (+$675)
• Eclipse Black (+$675)
• Feverish Red (+$675)
• Ash Slate (new, +$675)
• Sunglow (new, +$675)

2

2026 Toyota HiLux pricing (plus on-road costs):

HiLux options:

• Premium paint: $675
• Leather interior package for SR5: $2500

The 2026 Toyota HiLux range will enter local Toyota dealerships from next month.

Ahead of its global reveal on November 19, more details about the next-generation 2026 Nissan Navara are being drip fed by the brand. Confirmed for a first-half 2026 Australian on sale date, the next Navara will be twinned with the Mitsubishi Triton and is a crucial product for Nissan. It’s so crucial that the company has leaned on its engineering partner Premcar to locally tune its suspension and ensure that it can handle Australian driving conditions.

Premcar is no stranger to Nissan products, having previously developed both the Patrol Warrior and current-generation Navara Warrior, adding even more off-road capability to both vehicles. Now, Premcar’s next job in the Nissan stable is testing and tuning the suspension of the new Navara.

“In Australia and New Zealand, the ute is just part of life – the weekday workhorse, the weekend adventurer, even the school drop-off,” said Tim Davis, Senior Manager Local Product Development and Enhancement, Nissan Australia.

“So we can’t just take a ute from another market and assume it’ll fit. It has to be fine-tuned because the conditions we face are totally unique to this part of the world.”

4

According to Nissan, it worked with Premcar to develop and test the new Navara’s suspension. The program put the vehicle through “a myriad” of real-world scenarios across a range of Australian conditions.

Premcar’s testing covered the full spectrum of use cases with a range of terrain and road types, from unladen to maximum payload capacity, as well as towing performance, across all conditions, including urban driving and off-road.

While the new Navara is yet to be revealed, we can see from the teaser video released by Nissan that it will share the Triton’s body and the only styling differences will likely be front and rear fascias and lighting units. How different the interior will be is not yet known.

Using the Triton as a base will likely mean that its 150kW/470Nm 2.4-litre twin-turbo diesel engine will replace its current 140kW/450Nm 2.3-litre twin-turbo diesel engine. The Triton forming the base to the Navara will also likely see the departure of the current Navara’s coil-spring rear suspension in favour of leaf springs.

The next-generation Nissan Navara will launch in Australia in the first half of 2026, with local pricing and specifications due to be announced closer to then.

Mercedes-Benz has released the first details of its second-generation GLB, unveiling a more high-tech interior and advanced drivetrain options for the small seven-seat SUV. Built on the brand’s new MMA platform, the 2026 GLB shares its underpinnings with the upcoming CLA range, introducing the same digital-first cabin design and mix of petrol-hybrid and full-electric powertrains.

Inside, the cabin features Mercedes’ latest MBUX Superscreen, stretching across the entire dashboard. Higher-grade models will include a 10.25-inch driver display, a 14-inch central touchscreen, and another 14-inch passenger display, creating a seamless wall of glass. Base variants will retain the same dashboard design but replace the passenger screen with a textured trim panel.

The setup runs the fourth-generation MBUX infotainment system, introducing a new “zero-layer” home interface designed to minimise menu scrolling. The system also integrates Google Maps directly into navigation and adds an AI-powered virtual assistant capable of learning driver preferences. Wireless phone charging, multiple USB-C ports and optional ambient lighting round out the tech upgrades.

2

Mercedes has also responded to feedback from customers who disliked the purely touch-based steering controls in earlier models. The new GLB will feature physical rocker switches for volume and adaptive cruise control, offering a more tactile experience.

Practicality remains central to the model’s appeal. The new GLB will again be available in five- or seven-seat configurations, with the second row sliding forward for greater boot space. The SUV’s upright design and a standard panoramic glass roof have improved rear headroom and visibility, while access to the third row has been made easier.

Under the skin, the MMA platform has been developed with an “electric-first” philosophy, supporting both hybrid and EV variants. Petrol-hybrid models will pair a 1.5-litre turbo four-cylinder engine with a 48-volt mild-hybrid system and an eight-speed dual-clutch transmission, delivering improved efficiency and smoother response.

The fully electric GLB EQ Technology models will offer a choice of 58kWh or 88kWh battery packs, producing rear-wheel or dual-motor all-wheel drive configurations. Mercedes claims the larger battery will provide more than 650km of range, with 800-volt architecture enabling DC fast charging at up to 320kW—roughly three times faster than the outgoing EQB.

2

Exterior changes appear evolutionary, with the boxy profile and upright stance largely preserved. Updates include a new three-pointed star lighting signature in the headlights, a U-shaped LED rear lightbar, and subtle off-road cues such as roof rails, black wheel-arch cladding, and faux skid plates.

The redesigned GLB is expected to reach Australian showrooms during 2026, offering buyers a more refined and technologically advanced compact SUV while maintaining its practical family-friendly character.

Let’s get the elephant in the room out of the way: the Polestar 4 does not have a rear window. That’s right, its design team instead employed a rear camera mirror set up to maximise rear-seat headroom and create a sleeker SUV/coupe design, at least according to Polestar. Beyond that significant exclusion, the Polestar 4 does a lot of things right.

The Polestar 4 launched in Australia in August 2024 and so far in 2025, it’s the brand’s best-seller locally with 1099 sales under its belt. Two models are on offer: the Long Range Single Motor and the Long Range Dual Motor, both using the same battery but one with a single rear-mounted motor, the other adding another motor for all-wheel drive. We tested the Long Range Single Motor fitted with the optional Plus Pack for this review.

5

Polestar 4 pricing (plus on-road costs):

Both Polestar 4 variants in Australia use a 102kWh (94kWh useable) NMC battery that allows for a claimed 620km range rating (WLTP) and can be charged at up to 200kW for a claimed 10 to 80 per cent charge in as little as 30 minutes. Unlike the Kia EV6 and Hyundai Ioniq 5 cousins – and its Polestar 3 bigger sibling – the Polestar 4 uses a 400-volt (not 800V) architecture, so its peak charging speed is slower. But 200kW is still a healthy amount that will surpass most EV chargers in Australia, and its 620km WLTP range is strong in the market as well.

4

On the road, the Polestar 4 impresses with its refinement and comfort, while it’s also quite a good handler – and that’s in standard form, so models fitted with the Performance Pack are likely even sharper. The ride is surprisingly soft, with more suspension travel than we were expecting, but the steering is quick with good feel. It feels nimble from behind the wheel, but also not as firm as the smaller Polestar 2. With 200kW, the 4’s performance is more than fine and it has ample grunt, though those wanting more go will upgrade to the dual motor and its 400kW.

You can also tell that European engineers tuned the active safety features because they’re excellent. The 4 is actually built in China and uses a platform from parent company Geely, but not once in our drive did the lane keeping assistance go wrong or the driver monitoring annoy. The adaptive cruise control is excellent too, especially with its accurate and effective pilot assist level 2 autonomous driving capability.

And how about the rear camera mirror in lieu of a rear window? Well, this reviewer learnt to drive on trucks so I’m used to not having a rear window. Thankfully, the exterior mirrors are large enough to be quite useful (even if they adjust using the screen) and give accurate depth perception of the rear view. However, depth is not something you get from a rear mirror camera, so it took a while for me to get used to it. Thankfully, the 360-degree camera is quite detailed for parking.

5

At first glance, the interior of the Polestar 4 appears to be from the business class lounge of a Swedish airport thanks to crisp detailing, an abundance of light and a high quality feel throughout. It definitely feels like a more premium space than rivals such as the Tesla Model Y and it feels special inside.

Cabin highlights include the textile trims on the door panels with switchable ambient lighting, the large volume dial in the middle of the centre console with its satisfying click when being used, and the elegant 7.2-inch digital driver’s display.

All Polestar 4 models use a ginormous 15.4-inch touchscreen that runs the company’s latest implementation of inbuilt Google software. Thankfully, it’s much easier to use than sister brand Volvo’s equivalent – in fact, the screen icons and general layout is fantastic. Screen quality is great, and the sound quality from the 12-speaker Harman Kardon sound system (as part of the optional Plus Pack of our test car) is rich as well.

Features of the touchscreen include wireless Apple CarPlay, FM and DAB+ digital radio (but no AM) and Google services such as Google Maps navigation and access to the Google Play Store so apps such as Spotify and YouTube can be downloaded. It also has a dog mode, which keeps the cabin cool for when you’re shopping to keep pets happy.

Seat comfort in the Polestar 4 is excellent, especially with the Plus Pack ticked, which adds very supportive and adjustable 12-way electric front seats. Storage is plentiful too, including large door bins, plus a big central box and tray underneath the centre console.

4

The rear seat is spacious for the segment and the standard panoramic roof and lack of rear window – there’s a removable trim piece blocking access to the boot instead – make it feel airy. Rear seat comfort is excellent, aided further by the electric reclining rear seats of the Plus Pack, and the control screen used to control the climate and entertainment is a nice touch as well.

The boot isn’t quite as large as you’d expect. At 526 litres with the seats up, its claimed capacity seems generous thanks to a shallow floor. Thankfully, there is more storage underneath the boot floor and folding the rear seats opens the boot up to 1536 litres – there’s a large 15-litre front boot as well.

There’s no question that some EV rivals offer better value for money than the Polestar 4, while some ride better and others offer more performance with more impressive charging stats. But as an overall package, with its spacious and inviting interior, useable tech and comfortable driving experience, the Polestar 4 impresses. Don’t say we didn’t warn you about the rear window, though…

Standard equipment:

• 20-inch alloy wheels with a tyre repair kit
• Dusk-sensing automatic LED exterior lighting
• LED front and rear daytime running lights
• Rain-sensing automatic wipers
• Heated/auto-folding/auto-dropping (in reverse) mirrors
• Keyless entry and start with NFC key card
• Digital key for Apple devices
• Panoramic glass roof
• Electric tailgate
• 8-way electric driver’s seat with memory
• 6-way electric front passenger seat
• Heated front seats
• Dual-zone automatic climate control
• 10.2-inch digital driver’s display
• 15.4-inch touchscreen with connected services, including over-the-air updates
• Google integration include Google Maps navigation and access to the Google Play Store to download apps such as YouTube and Spotify (three years’ coverage, subscription afterwards)
• FM and DAB+ digital radio
• Wireless Apple CarPlay
• Eight-speaker sound system
• 4x USB-C charging ports
• Wireless phone charger

Safety features:

• 7x airbags
• Autonomous emergency braking with pedestrian, cyclist and intersection monitoring with steering assistance
• Adaptive cruise control with level 2 autonomous highway driving capability (including lane changing)
• Adaptive lane guidance
• Lane keeping assistance
• Blind-spot monitoring
• Cross-traffic support with braking
• Exit assist
• Road sign recognition with speed limit assistance
• Driver attention monitoring
• Auto high beam
• Front and rear parking sensors
• 360-degree camera
• Tyre pressure monitoring

The Polestar 4 received a five-star ANCAP safety rating earlier in 2025 with scores of 92 per cent for adult protection, 87 per cent for child protection, 81 per cent for pedestrian protection and 79 per cent for safety assist.

Options:

• Plus Pack with 12-way electric front seats, heated steering wheel and rear seats, 1320W 12-speaker Harman Kardon sound system, 14.7-inch head-up display, illuminated textile interior trim, illuminated Polestar logo, adaptive high beam, foot-operated power bootlid, auto-dimming exterior mirrors, tri-zone automatic climate control with rear control screen, power reclining rear seats, a PM2.5 air filter and upgraded 22kW AC charging: $8000 (fitted to our test car)
• Pro Pack with 21-inch alloy wheels, gold-striped seatbelts: $2500
• Performance Pack (only with Long Range Dual Motor and with the Plus Pack) with 22-inch alloy wheels, sportier chassis tuning, Brembo brakes, gold accents: $7200
• Electrochromic glass roof: $2000
• Body-coloured lower body cladding: $1400
• Rear privacy glass: $700
• Nappa leather upholstery (only with Plus Pack) in black or white: $5700
• Premium paint: $1750-$2300
• 21-inch wheels: $2500

Polestar 4 rivals:

• Tesla Model Y
• Kia EV6
• Hyundai Ioniq 5

Polestar 4 specifications:

Toyota Australia has confirmed that the C-HR+ small electric SUV will be sold locally, but there’s a big wait as it won’t launch until 2027 at the earliest. Sitting underneath the bZ4X mid-size electric SUV, the Toyota C-HR+ will sit alongside its hybrid-powered C-HR sibling.

Prices for the Toyota C-HR+ are yet to be announced, but it’s likely to sit above the C-HR, which starts at $45,440 plus on-road costs for the entry-level GXL and tops out at $57,390 +ORC for the top-spec GR Sport.

Using the same e-TNGA platform as the bZ4X and its Subaru Solterra twin, the C-HR+ is about to go on sale in Europe where it offers a choice of 57.7kWh or 77kWh NMC batteries for up to 600km of WLTP range. The C-HR+ can be DC fast charged at up to 150kW, and there’s a choice of 11kW of 22kW AC charging too.

3

For power, the entry-level front-driver uses a 125kW/270Nm electric motor, which is upgraded to 165kW/270Nm with the larger battery and 252kW/439Nm in the all-wheel drive model, the latter of which is capable of a 5.2 second 0-100km/h time.

Measuring 4520mm long, 1870mm wide, 1595mm tall and riding on a 2750mm long wheelbase, the C-HR+ is 160mm longer than the hybrid C-HR already on sale.

By the start of 2027, the Toyota C-HR+ will bring Toyota’s electric line-up to four models, including the upgraded bZ4X that’s due soon and the bZ4X Touring high-riding wagon and electric HiLux that are both launching in the first half of 2026.